Train-controlling device



F. C. WILLIAMS. TRAIN CONTROLLING DEVICE. APPLICATION FILED JAN. 9,1917.

m wwo R 0 T N E V W A 1 TTOWNEEVE? Patented July 119 MEL m w F WITNESSUNITED STATES PATENT OFFICE FRANK C. WILLIAM S, OF PHILADELPHIA,PENNSYLVANIA, ASSIGNOR TO THE SAFETY BLOCK SIGNAL COMPANY, A CORPORATION015 DELAWARE.

TRAIN-CONTRDLLING DEVICE.

asaoso.

Specification of Letters Patent.

Patented July 19, 1921.

Application filed January 9, 1917. Serial No. 141,355.

train controlling van stopping mechanism,

together with an auxiliary means for controlling the speed of a train atcertain points, 7

as on grades or curves and the like; to pro vide a mechanism of thischaracter which is automatic in operation and independent of 1 thecontrol of the operator and to provide an electrically operated maintrain stopping and controlling apparatus with an auxiliary speedcontrolling mechanism therefor which includes common means controlled bythe speed of the train for preventing the operation of the mainautomatic stopping and controlling mechanism when undesired, as in thecase of a break in the third rail or main circuit, and for operating asa controlling means for the auxiliary speed controlling apparatus.

A further object of my invention is to provide an apparatusforautomatically controlling and stopping trains and an auxiliary speedcontrolling mechanism, each with a controlling member which is normallyheld inoperative by a positively energized element so that in. case ofan accident or a lack of supply of energy to the system, the apparatuswill operate to stop the trains or at most, permit the train to advanceat a relatively slow rate of speed; to provide each of these automaticdevices with an electrically operated brake valve controlling mechanismwhich is normally energized to prevent the application of the brakes,but which operates to apply the same and stop the train in event ofaccidental failure of the electric circuit.

More specifically, the object of my invention is to provide anelectrically controlledvalve for applying air brakes to a' train eitherto stop the same or control the speed, dependent on the condition of thetrack in the blocks ahead of the train and used in conjunction with butsubstantially independent of the usual signal system with means whereby,it a mechanical break occurs in the main electrical circuit supplyingenergy to the motors of the train, a system of batteries is thrown intooperation to prevent the actuation of the train stopping mechanismunless the automatic means which is controlled by the trains in the sstem is so arranged as topermit the application of the brakes.

In conjunction with this apparatus, my invention .comprehends anauxiliary automatically operated train controlling mechanism to limitthe speed of trains on curves or wherever it is'desired atany point onthe line wlthout in any way interfering with the operation of theautomatic train stopping and controlling apparatus which is usedtherewith. 1

Further objects of this invention are to provide common means forcontrolling both the main train stopping or controlling mechanism andthe auxiliary speed controlling mechanism, such as a speed responsivedevice 0r governor mechanism carried by the train and ada ted to makeand break the circuit control ing both the air brake valve abovereferred to and also a contact shoe adapted to perform the doublefunction of throwing into operation an auxiliary current supply in caseof a breakv in a third rail, thereby insuring the proper action of themain train stopping and controlling apparatus and to cause a break inthe auxiliary circuit controlling the auxiliary speed controllingmechanism. Further objects of my invention are to provide a commonstorage battery which may be used as the auxiliary supply of current foruse at various times in controlling both of the automatic mecha nismsabove referred to.

A further object of my invention is to provide a speed controlling orspeed reducing mechanism operated by offsetting in any desired directionthat portion of the third rail or trolley supplying current to thesystem located at those points where it is desired to operate the speedreducing mechanism.

It will thus be seen that an object of my invention is to provide atrain e nipped with a device by the operation of which the train will beautomatically stopped if a closed block is enteredby the train at aspeed higher than a predetermined rate, with an additional orsupplemental speed controlling device operable to gradually reduce thespeed of the train when it is running at a high or excessive speed atpredetermined portions of the track, namely, grades, sharp curves,approaches to draw bridges, or similar points, without applying theemergency brakes or operating or interfering with the automatic trainstopping mechanism, and it will be further seen that my inventionineludesv two speed controlling mechanisms, one which maybe used toapply the emergency brakes and to cut off the power supply upon thehappening of certain conditions, as, for example, an attempt by theengineer to enter a closed block'at a high rate of speed; and the otherof which is operative to gradually apply brakes to slowly reduce thespeed of the train if it is running at too high rate of speed at certainpointsof the line.

Further objects-of the invention will appredetermined pear fromthespecification and claims.

I Referring to the drawings, Figure 1 illustrates diagrammatically oneform of my invention and Fig. 2 represents a modification in which theelectrical energy is s'uppliedby an overhead trolley.

Referring to the drawin s, there is illus trated a partial block A, alock B and partialblock C of a railway line in which the tracks 1 and-1'are separated by insulated Sections 2. The third rail 3 supplieselectrical energy to the system and a short third rail section 4 is insuated from the adjoining sections of the third rail by insulation 5.

" The automatic signaling and train controlling-and stopping-mechanismand the signal operating and controlling mechanism includes thetransformer 6 shown for blocks A and B provided with leads 7 and 8 tothe tracks 1 and 1 respectively in each block. The usual signal relaymagnet 9 with leads to the tracks 1 and 1 as shown, is provided with anarmature 10. The transformer 6 may be used to supply current through thearmature 10 and contact point 11, and lead 13 to a switch magnet 14which is designed to operate in connection with an automatic signal andtrain control and stopping mechanism. A lead 15 extends from the magnet14to the transformer 6 and it is notedthat each transformer 6 is locatedat one end of a block While the switch magnet, 14, is operativelyconnected to the third rail near the end of the block. A feeder 16supplies current to the third rail in block B. An armature 20 iscontrolled by the switch magnet 14and a lead 21 connects the armature 20in series with the main third rail section 3, will be disconnectedtherefrom, and consequently, the automatic train sto ping or controllingmechanism, will be t ereupon put into operation. This actual operationof this mechanism is caused by reason of the fact that, if a train is inblock A, the current from the transformer 6 in that block will beshort-circuited through the train from the signal relay magnet 9,thereby causing the armature 10 to drop, thus breaking the current fromthe transformer 6 through the switch magnet 14, thus causing thearmature 20 to break the connection between the short insulated section4 of the third rail and the remaining section of the third rail in blockB TlllS break in the supply of current to the train may be utilized asabove indicated to operate a brake mechanism to either stop the train orlimit 35 the speed thereof. 1

A suitable mechanism for automatically applying brakes to the train orpermittingthe train to proceed at a very slow rate when the section 4 isdead or out of series with the other third rail section 3 as abovedescribed, together with means for preventing interference with theoperation of such automatic devices should an accidental break in thethird rail supplying current to the system occur comprises the followingmechanism.

The train is provided with the third rail contact shoe 23 which suppliescurrent to the motors of the train through a lead 24, a switch 25, lever26, lead 27 and controller 28 which is connected by a lead 29 to themotor 30. A lead 31 connects the motor to the ground in any suitablemanner as to the car trucks 32. This circuit constitutes the mainpropulsion circuit for the car.

The car is also provided with a compressed air reservoir 33 and a trainpipe line 34 which normally supplies compressed air to the brakes toretain the same inoperative and is adapted, when the air is exhaustedtherefrom, to cause the application of the brakes. The train pipe 34 isprovided with an automatically controlled valve 35 having a piston 36located in a cylinder 37. 11 A pipe 38 connects the cylinder 37 with anelectromagnetic air valve controlling mechanism 39 which comprises acasing 40 providing a chamber 41 and having a valve 42 located therein.A passage 43 1s connected 120 to the chamber 41 and a pipe 44 connectsthe chamber 41 with the air supply reservoir 33. The air pressurenormally holds the brake valve 35 in the cylinder 37 closed by reason ofthe fact that the valve;42 in the 125 electromagnetic controllingmechanism39 is normally held in raised position, as indicated in thedrawings. A second valve 45 is located in casing 40 Whichhas an exhaustport 46 controlled by the valve 45. A stem 130 t emes the exhaustclosed.

In order to release the air supply from the train pipe line 34 throughthe valve 35 and at the same time cut off the switch 25, thus breakingthe supply of current to the motor,

a pipe 67 is provided extending from the valve 35 to a cylinder 68. Thecylinder 68 contains a piston 69 and a rod 70 is connected to the pistonand the switch lever 26. The cylinder 68 is provided with a series ofsuitable openings 71 adapted to permit the exhaust of the air from thepipe when the valve 35 is opened. The piston 69 is thereupon moved tothe right, as shown in the drawings, by the action of the air and atglge same time the rod 70 opens the switch The car or train also carriesa speed responsive device or fly ball governor 50 which is connected inany suitable manner to the train. The governor, as illustrated,comprises an ordinary shaft 51, fly balls 52 provided with links 53connected to the shaft 51 and also with links 55 which are connected toa sleeve 56. A hearing 57- is provided for supporting the shaft 51. Ametal block 58 is carried by the sleeve 56 and is provided with acontact point 59 and contact plates 60 and 61 insulated from the block58 by the insulation 62. A stationary contact point 63 is adapted to beconnected with either of the plates 60 or 61 dependent on the positionof these plates relatively thereto, which position is controlled by thegovernor and consequently by the speed of the train. A lead 64 forgrounding the governor spindle is connected to the car wheel 32 and asshown is connected with the lead 31.

When the train is moving normally at high speeds and there is no breakin the line, the electromagnet 49 is energized to hold the armature 48and hence the valve 42 raised by a current shunted from the main supplyat 66 through a resistance 66' to the contact plate 61 and finger 63 andleads 63 and 88 to the magnet 49, thence to ground through the leads 87to the governor spindle 51, leads 64 and 31 to trucks 32.

The train is also supplied with a storage battery and a set of secondarylights adapted to be thrown into operation to energize the magnet 49when the main supply of current is cut off and hence is unavailable forthe purpose as when a break occurs in the line. The storage battery isindicated in the drawings by the numeral 72, the secondary lights by 73and a lead 74 connects the storage battery through the lights 73 to thestationary contact finger 63.

There is also a third independent supply of current which may beutilized under certain conditions in :my automatic train control devicewhich comprises a supply line 75 which may receive its current from thesecond car of the train, for example. A lead from the line 75 connectsthe lights 76 to the contact plate 60, as shown in the drawings, andthis connection is also intended to supply a current to theelectromagnet 49 when the train is operating at a predetermined slowspeed as the contact plate 60 falls into contact with the finger 63 andwhen the main supply of current through the contact shoe 23 is shut off.

The apparatus for throwing the storage batteries 2 into action if themain supply current is broken, comprises a movable contact point 77 onthe contact shoe 23 and a lead 78 connects the same to the batteries 72.A stationary contact point 79 is provided with a lead 80 which connectsthe point 79 with a relay magnet 81 which in turn is provided with alead 82 to the battery 72. An armature 83 is provided for the relaymagnet 81 and a lead 85 connects the point 84 with the battery 7 2.Normally, the

contacts '77 and 79 are disconnected as shown in the shoe located incontact with block B, but if a break occurs in the third rail, the shoe23 falls, and with it the contact 77. This connects the contacts 77 and79 and thus the relay magnet 81 is energized through the battery 7 2,lead 78, contacts 77 and 79, lead 80, magnet 81, lead 82. This actionimmediately throws the battery 72 into circuit with the electromagnet 49by reason of the raising of the armature 83 and connecting the same withthe point 84 of the battery lead 85. The circuit from the batterythrough the electromagnet 49 is thus completed by way of the lead 85,85, contact point 84, armature 83, leads 86 and 87 to the magnet 49 andfrom the magnet 49 through the lead 88 to the lead 74 through thesecondary lights 73, hence to battery 72. In this manner it will be seenthat even though a break occur in the third rail, the electromagnet 49will be energized by the battery 72 to hold the valve 42 in raisedposition and hence prevent the application of the brakes to the train.

The auxiliary mechanism whereby the speed of the train may be limited atany desired points on the line, as on grades or curves where excessivespeed is likely to be attained and is likewise dangerous, com prises anauxiliary electromagnetic valve mechanism 89 which is similar to theelectromagnetic valve controlling mechanism 39 heretofore described andcomprises'a casing 90 providing a chamber 91 which is connected by meansof a pipe 92 ,to the supply pipe 44, connecting the reservoir 33. With-1n the casing 90 is a valve 93 similar to the valve 42 and a passage 94connects the chamber 91 with an air pipe 95 connected thereto forcontrolling the air in the train pipe line 34. The valve 93 is providedwith a stem 99 and a second valve 100 is connected thereto to controlthe exhaust passage 102 which connects with the passage 94. An armature103 is connected to the valve 100 and is controlled by an electromagnet104. The electromagnet 104 is energized by the battery 72 and isconnected thereto by a circuit in which are located two automatic makeand break devices which cause the operationof my automatic mechanism forcontrolling the speed on grades or the like. Suitable mechanisms foraccomplishing these results comprise a lead 105 connecting the magnet104 with a contact 106 on the contact shoe 23 and a lead 107 connectsthe lead 105 with the stationary contact point 107 which coiiperateswith the governor control contact member 59. Th magnet 104 is alsoprovided with a lead 108 which connects with the lead 85 to the battery72. The contact 109 is provided with'a lead 110 to a lead 111 whichconnects the contact plate 59 to the battery lead 78. At any desiredpoint in the line where it is desired to limit the speed of the train,an offset portion of the third rail is provided which may be at anyangle to the third rail and plainly shown at 3 in block B. It will thusbe seen that this oflset portion may operate to raise the contact point106 away from a stationary contact point 109. The governor also providesmeans for controlling the contacts 59 and 107. It will be also seen thatthe circuit energizing the electro-magnet 104 which is supplied by thecurrent from the battery 72 is provided with two cutoffs, one controlledby the shoe 23, by reason of the contacts 106 and 109, and the othercontrolled by the governor 50 by reason of the moving contact late 59and the stationary contact point 107.

It is thought the operation of my auxiliary train controlling mechanismwill be clear from the foregom and it is evident that the arrangement ofthe contacts controlled by the governor is such that when the contactshoe 23 strikes the offset portion of the third rail although thecircuit to the electromagnet 104 is thus broken, no current will besupplied from the battery'72 to the electromagnet 104 unless the trainatthis time is not moving at a predetermined rate at which the governor 50will raise the contact point 59 from the contact late 107 and thus thebattery circuit supp ying energy to the electromagnet 104 will be brokenboth by reason of the shoe breaking the contacts 106 and 109 and thegovernor breaking the connection between the contacts 59 and 107. Inevent of a break on both the contacts 106 and 109 and 59 and 107, themagnet 104 will be deenergized and the air pressure on the valves 93 and100 will cause the same to drop and release pressure from the pipe 95and piston 97, permitting the valve 98 to also drop and the supply inthe tram pipe line 34 may be gradually released through the exhaust pipe105. If the train, when shoe 23 strikes ofi'set portion 3', is moving ata slow enough predetermined rate of speed, the governor will be loweredso that points 59 and 107 are in contact, and even if the contacts 106and 109 are broken these contacts 59 and 107 complete the circuitthrough the batteries to the magnet 104 and therefore prevents theapplication of the brakes.

In the modification shown in Fig. 2, electrical energy is providedthrough a trolley 113 which is provided with a ralsed portion 114corresponding to the raised portion in the third rails heretoforedescribed. A suitable contact 115 is adapted to normally connect withthe trolley pole 116 and corre sponds to the connection between thecontact 106 and 109 on the shoe 23 heretofore described. As the trolleypole 116 comes in con- .tact with the raised portion 114, the connectionat 11-5 is broken and the device will then operate exactly as heretoforedescribed in connection with the breaking of the contacts 106 and 109.by reason of the shoe 23 coming in contact with the raised portion ofthe third rail.

It will thus be seen that I have provided an automatically operatinauxiliary mecha nism whereby the speed 0 the train may be controlledindependently of the operator of the train at any desired point in theline, together with means for automatically operating a suitable traincontrolling or stopping mechanism even in the event of any marks whichmay occur in the third rail or main supply of current to insure theoperation of my automatic mechanism as intended, and, furthermore, byreason of the governor construction 50, the shoe 23 and the batteries72, with the cooperating contacting mechanism, I have provided commonmeans which operates to control both of these features, namely, thecontrol of a train on grades or curves and the throwing into action theauxiliary current supplying means 1n event of a break in the maincurrent supply.

Although]: have illustrated my invention in detall, it 1s apparent thatvarious changes in the mechanism may be made without departmg from thescope of my invention as pointed out in the appended claims. It is clearthat any form of valve mechanism for controlhng'the application of thebrakes to naoae the train may be used equally as Well as that shown inthe drawings and described in the specification.

Having thus described my invention, what I claim and desire to protectby Letters Patent of the United States is:

1. In an automatic train controlling mechanism, the combination of meansfor stopping and controlling the speed of a train, a main electriccircuit for supplying energy for propelling a train, a shunt circuitconnected to said main electric circuit for supplyingenergy to saidfirst mentioned means to normally maintain the same inoperative,auxiliary means for automatically controlling the speed of the train atcertain points in the line, an auxiliaryelectric circuit therefor andcommon means for substituting said auxiliary circuit for said maincircuit and for controlling said auxiliary train controlling means.

2. In an automatic train controlling mechanism, the combination of meansfor stopping and controlling the speed of a train dependent on thepresence or absence of trains in an adjacent block, a main electriccircuit for supplying energy to said train for propulsion thereof and tosaid first mentioned means, auxiliary means -for automaticallycontrolling the speed of the train at certain points in the line, anauxiliary electric circuit therefor and common means for substitutingsaid auxiliary circuit for said main circuit and for controlling saidauxiliary train controlling means, including a speed responsive deviceand a contacting member engaging the main energy supplying means.

3. In an automatic train controlling mechanism, the combination of meansfor stopping and controlling the speed of a train in one block of asystem from the adjacent block thereof, main energy supplying means, forpropelling said train and for normally supplying energy to said stoppingand controlling means, normally restrained auxiliary means for graduallycontrolling the speed of the train at any desired point in the line,auxiliary energy supplying means for controlling said last mentionedmeans upon a failure of said main energy supplying means and means forsubstituting said auxiliary energy supply for said main supply tocontrol the main stopping and controlling means and for releasing saidnormally re strained auxiliary m.

i. In a system of train control, a series of blocks, electromagneticmeans for stopping or controlling the speed of a train in a block from ablock ahead of the train, main energy supplying means for operating thetrain and said electromagnetic means, auxiliary energy supplying meanstherefor operative upon a failure of said main supply and auxiliarymeans to control the speed of the train at certain points in the lineincluding cont-rolling mechanism governed by the speed of the train andfrom the main energy supplying means.

5. In a train controlling mechanism, the combination of means forsupplying energy for propelling a train, normally inoperative energizedmeans for retarding the movement of the train when exceeding a certainpredetermined speed, means controlled by the speed of the train forcontrolling said retarding means and means controlled by said energysupply for operating said retarding means if the speed is above apredetermined maximum.

6. In an electrically operated automatic train controlling and stoppingdevice, the combination of means carried by the train and connected tothe main current supplying line adapted to propel the train, meanscarried by the train and including a separate current supply to preventthe operation of the automatic stopping mechanism by a mechanical breakin the main current supplying line and means adapted to eifect an oper--ation of said second mentioned means to control the speed of the trainon grades and curves.

7 In a system of train control, the combination of main energy supplyingmeans for propelling a train, means for automatically stopping orcontrolling said train, means connected to said main energy supplyingmeans for normally energizing said second mentioned means, auxiliarymeans including a separate energy supply for maintaining said meansenergized in event of a failure in the main energy supplying means,auxiliary means for controlling the speed of the train at certain pointsin the line, and common means for controlling said auxiliary energysuppl ing means and said auxiliary speed contro ling means.

In witness whereof, I have hereunto set my hand this 8th day of J anuar1917.

FRANK C. WIL IAMS.

